Air conditioning system and apparatus therefor



Feb. 6, 1934. F. 'r. LEILlCH ET AL 1,945,944

AIR CONDITIONING SYSTEM AND APPARATUS THEREFOR Filed Dec.- 3, 1930 7 Sheets-Sheet 1 IN VEN TOR.

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Feb. 6, 1934. F.'T. LEILICH El AL AIR CONDITIONING SYSTEM AND APPARATUS THEREFbR & Filed Dec.

3, 1930 7 Sheets-Sheet 2 A TTORNEY.

Feb. 6, 1934. F. T. LEILICH El AL AIR CONDITIONING SYSTEM AND APPARATUS THEREFOR Filed Dec. 3. "1930 '7 Sheets-Sheet 5 INVENTOR. m J 4% BY W4 awk {44 A TTORNE Y.

Feb. 6, 1934. 4 F, T. LEILICH ET AL 1,945,944

AIR CONDITIONING SYSTEM AND APPARATUS THEREFOR Filed Dec. 3. 1930 7 Sheets-Sheet 4 2 l@] Z6 Z6 2/ INVENTOR.

(MM (MW Feb. 6, 1934. F. T. LEILICH ET AL AIR CONDITIONING SYSTEM AND APPARATUS THEREFOR 7 Sheets-Sheet 5 Filed Dec.

INVENTOR.

BY 21mm 4// ATTORNEY.

Feb. 6, 1934.

F. T. LEILICH ET AL 1,945,944

AIR CONDITIONING SYSTEM AND APPARATUS THEREFOR Filed Dec. 3, 1930 7 Sheets-Sheet 6 IN VEN TOR.

A TTORNEY.

1934- F. T. LEILICH ET AL 1,945,944

AIR CONDITIONING SYSTEM AND APPARATUS THEREFOR A TTORNEY.

Patented Feb. 6, 1934 "UNETED STATES PATENT caries AIR CONDITIONING SYSTEM AND APPARATUS THEREFOR Application December 3, 1930. Serial No. 499,763

4 Claims.

reduction in the car heating system costs. It is applicable to any vehicle, bus, boat, ship, and

may be adapted to private dwellings or to any.

enclosures.

We are aware that the art of heating, cooling and conditioning air, and the ventilating of apartments, rooms, factories, etc., is very extensive.

The object of our invention is to provide an improved system of air conditioning suitable for railway cars, moving vehicles, boats or other such places as may require conditioning.

A further object of our invention is the providing of an apparatus for carrying out our improved system.

A further object of our invention is to provide a practical system, for either cooling or heating of railway passenger cars, which will furnish a supply of cleansed and purified air at the temperature and humidity best suited for the comfort and health of the occupants.

Another object of this invention is to replace the present methods of car heating with a more eflicient system more capable of regulation and control with regard to distribution of the heated air, its temperature and relative humidity.

A further object of this invention is to make possible the operation of railway cars properly ventilated and with windows, doors, ventilators, etc., closed, thus minimizing the infiltration of soot, dust, cinders and the like, and resulting in a reduction in time and cost of cleaning the cars and their equipment;

A further object of this invention is an air conditioning system, and methods herein described, of simple design. This invention does 5 not necessitate undue extensive enlargement of the electric storage battery capacity, or the axle driven electric generator capacity above that normally installed on modern equipment.

With the foregoing and other objects in view, our invention consists of the methods employed, combination and arrangement of systems, apparatus and means as hereinafter specifically provided and illustrated in the accompanying drawings wherein is shown the preferred embodiment of our invention, but it is understood that changes, variations and modifications may be resorted to, which come within the scope of the claims hereunto appended.

In the drawings of the herein described embodiment of our invention, we have shown the system as applied to a railway car, and a similar, if not the same kind of appliance may be used for automobiles, buses, boats, rooms, oflices, or wherever air conditioning and ventilation of any character may be desired.

Figure l is a side view in elevation of a portion of a railroad coach, altho the invention may be applied as well to any type of car, by proper arrangement of the air distribution system-.- Fig-2 is an enlarged plan view of the portion of the car shown in Fig. 1, and showing our apparatus in a preferred location in the particular car used. Fig. 3 is a partial diagrammatic flow plan substantially showing the apparatus as operating, in a sectional view in elevation of the car, taken through 93--93 along the line running transversely across the ice bunker shown in Fig. 1 located near the middle of the car; the end of the car being removed to show the apparatus in the end thereof. Fig. 4 is an enlarged longitudinal sectional view of the bunker taken through 9494 of Figs. 2 and 3, and is taken at right angles to the section of the bunker shown in Fig. 3. Fig. 5 is a transverse sectional view taken through the bunker along the line 95-95 of Figs. 1 and 2. Fig. 6 is a sectional view taken through 9696 of Fig. 2, showing particularly the spray chamber and washing features, and also showing the air heater. Fig. 7 is an enlarged plan view of the ice bunker and its immediate connections. Fig. 8 is a modi'lcation of the arrangement of the bunker and spray chamber as might be desirable where single units may be used, such as in a car, or in dwellings; and Fig. 10 is a diagrammatic flow sheet of the apparatus shown when there is sufficient gravity head to insure a proper contacting of liquid with the refrigerant; and Fig. 9 is a diagrammatc flow sheet of the apparatus with a positive means for insuring a proper contacting of the spray liquid with the refrigerant. Fig. 11 shows a modification of the piping to faciltate gravity feeding of the wash water on its return from the conditioner where there is sufl'icient head; it will be noticed that return pipe 47 does not go directly to sump 63 as shown in Fig. 4, but is connected so that the fluid therein may flow through pipe 70, if desired. The modification shown in Fig. 4 shows a positive means of delivno ering the water over the ice from the conditioner, and not utilizing gravity therefor.

No attempt has been made to show the details of the louvres or the distributing system, other than that shown in a general way in Fig. 1. Neither have we attempted to show, except in a diagrammatical way, the fans or pumps, the same being of well known types and in the plant shown are electrically driven from the electric system ordinarily provided on a car of the type illustrated.

Similar numerals refer to similar throughout the several views.

1 is a car body provided with suitable air-distributing ducts 2, having therein outlets with fixed or adjustable louvres 3.

Referring now particularly to the ice bunker, we show the shell 5 preferably made of metal, with a lining 6 constructed of non-corrosive metal and secured to the shell to insure rigidity and insulated therefrom by heat insulation -7; which may consist of cork blocks, or other suitable material. The bunker 5 is suitably secured to the car and may be underneath, or in other suitable location. It is shown here underneath the car as a convenient location to facilitate loading the ice, frozen brine or other refrigerant.

The bunker is provided with a door 8, although there may be several doors in the long bunkers. The door is preferably hinged at the bottom in the design shown, to facilitate the loading, as the door forms a loading skid when opening out, as shown dotted. If the bunker is near the top of the car, probably it would be desirable to have the door hinged on top to open up. The door, is an insulated structure constructed of metal on the outside and on the inside, with a heat insulating material between the two faces and provided with a tight jamb and gasket 9.

Inside of the bunker lining is a skid grating 10, placed preferably as shown in Fig. 4 to facilitate the sliding of the ice into the bunker, and by the melting of the ice into the skids, preventing movement of the ice within the bunker. These skids are formed into racks, which may be removed from the bunker for cleaning purposes. The space below the skids is utilized as a water chamber, or sump, 11, in which the water of circulation (melted ice or supply) may be contained and withdrawn. On the inside end of the skid frame work is upright bumper 12, of suflicient strength to protect the lining from the impact shocks of the ice.

In the top of the bunker is a header 13 and liquid distributors 14. In the bottom of the bunker chamber, or sump tank 11, are pipes or coils 15 through which a heating fluid, such as steam, may be passed in cold weather when ice is not used, and when it is desired to heat the circulating fluid, instead of cooling it, for humidifying the air instead of dehumidifying the same. This heating pipe, or coil, is connected to the train heating system or steam supply.

16 is a suitable perforated steam pipe or nozzle in the bottom of sump tank 11 for direct heating of the fluid by the injection of steam therein. Two heating means are shown, a direct injection of steam, and heating coils; either or both may be used. 71 are suitable steam traps.

17 is an overflow, properly trapped to prevent the fluid in sump tank 11 from rising above a predetermined point. 18 is a valve drain, in the bottom of sump tank 11, for draining and cleaning purposes. 19 is the refrigerant in the bunker parts har eand may, as hereinbefore suggested, consist of any cooling solid, such as ice, frozen brine, solidified gases, or other cooling substances, such as liquid air or compressed gases.

The spray chamber and washer consists of a shell 20 constructed of sheet metal and provided with a shell lining 21, having an insulating material 22 constructed somewhat similar to the ice bunker, but of lighter construction, as it is not subject to the abuse that the ice bunker is. 23 is the inlet through the shell and shell lining; in the case shown, it is the inlet for the return air to be conditioned and is provided with an adjustable louvre or damper 45. 24 is the fresh air in let, or inlet from the outside. 25 is the air dis- 24 is a control damper in fresh air inlet 24.

The spray chamber and washer is located at any convenient point with reference to the work to be performed. It may be centrally located in the car, or chamber, or at the end or outside of the same. It is desirable to have the bunker and the spray chamber and washer located as near each other as practicable to avoid long refrigerating pipes with the attendant insulation and protection thereof. Where convenient, it is preferable to have the bunker, spray chamber and washer practically together in one structure. This may be accomplished by having the spray chamber and washer on top of the bunker at that location, but in passenger service it is inconvenient to load the ice near the car entrances; but the arrangement shown in the modification in Fig. .8, may be adapted where desired.

26 are spray nozzles through which the spraying fluid is sprayed within the chamber 27 and through which chamber the air is circulated after having entered inlet 23. This produces a humidification .or dehumidification and washing of the air. At the bottom of chamber 27 is a sump tank 11 28, the bottom of said chamber forming the tank in the .case shown. It is important, but not absolutely necessary, that the height of the fluid in chamber 28 be maintained substantially at a constant level in order to utilize this as a settling tank and to that end we have provided overflow 29 which is the return line to the bunker sump. Sump tank 28 is provided with an emergency removable overflow 31 properly trapped and leading to outside discharge 33 and serving also as a drain when 31 is removed.

Under certain conditions water is vaporized and carried out of chamber 27 leaving a deficiency in sump tank 11. This is made up by means of valve 34 controlled by float 35. Valve 34 is connected with the water system of the car or other suitable source of supply. In addition to the supply just mentioned, a filling supply 36 is provided and may be used when required.

Above the spray nozzles 26 are eliminators 3'7 and steam heater 38. 39 is a fan drawing air through the spray chamber and distributing it in the car. This fan is preferably electrically driven by a motor operated from the cars electric system.

Referring to the piping system and the opera.- tion of our invention, we will particularly refer to Fig. 9; the diagrammatic fiow plan in which the numerals correspond to those in the various views. M5

The refrigerating bunker containing the refrigerant material is connected to the spray chamber and washer by a system of piping particularly shown in Fig. 4 by means of supply q pipe 46 and return pipe 47; the supply pipe 46 being directly connected to pump 48: The return pipe 47 is shown discharging directly into the sump 11. For the most satisfactory functioning of the sprays, it is necessary that the supply to same be maintained at a fairly definite pressure. 49 represents an adjustable pressure regulating valve which will maintain a predetermined pressure on the sprays 26 and will open only when the pressure on the sprays is above that for which it is set. 56 are hand operated valves that are not normally operated. Valve 52 is controlled by thermostat 72, suitably located in the car. In the event the conditions are that the air falls to a lower temperature than necessary, valve 52 is automatically opened and the recirculated fluid flows direct to the sump, taking the path of least resistance. Thus the liquid goes direct to the sump without contacting with the refrigerant,-

thereby conserving same. Upon a rise in air temperature the reverse of the above takes place.

Pump 48 is connected on its suction side to the bottom of sump tank 11 of the bunker by pipe 53, in which pipe there is a strainer 54. 4 represents check valves. This pipe and sump 11 may be drained by opening hand valve 18.

Referring to the spray chamber, the spray nozzles 26 are connected to supply pipe 46 by pipe 55.

In pipe is a gauge and a hand valve 56. Pressure regulating valve 49 is adjusted to give the desired pressure on the spray nozzles 26. Heater 38 is supplied through valve 61 which is thermostatically controlled by sensitive element 73, suitably located to regulate the temperature of the air in the car.

57 is the train steam line, 58 the condensate drain line. 59 is an adjustable automatically controlled valve controlling the steam admission into the coil 15 or open pipe 16 and is controlled by sensitive element located in the bunker sump.

Referring to the modification shown in Fig. 8, wherein the spray chamber is formed in a unit construction with the bunker or ice chamber, 11 is the sump tank below the bunker. The piping connections of spray nozzles, eliminator and heating pipes are given prime numbers for this modification and correspond to the functions performed in the apparatus described in the other figures. 29 is the overflow provided with a drain, 32 being a bottom discharge controlled by valve 33 48 is a circulating pump connection to sump 11 by pipe 53 which has a strainer 54 Spray nozzles 26 are connected to pump 48 by pipe 55 in which is hand control valve 56 and is provided with gauge 60 This refrigerant is bypassed to m intain sufficient circulation over the ice to obtain the desired temperature, as described for Fig. 4.

Steam heater 38 is controlled through valve 61 controlled by thermostat 73 Sump tank 11 is heated by direct steam pipe 16 controlled by thermostatic operated valve 59 Referring to Figure 10, operation of the apparatus with gravity return flow of liquid over the refrigerant and functioning as a summer cooling plant is as follows: Water or other suitable liquid, after having contacted with the circulating air in the spray chamber, drains through overflow 29 and pipe 47 to sump 11. If this return liquid is at a temperature higher than required at the sprays, the thermostatically operated valve 52 will be closed, thus causing the liquid to flow directly to the refrigerant bunkers,

where it enters the distributor Sprayers and flows over the ice, frozen brine, or suitable refrigerant. In so doing, the liquid loses some of its heat and settles in the sump 11 and is drawn through a pipe to the liquid circulating pump 48. After leaving the circulating pump the liquid flows through 46 to junction 74 where it may be divided in adjustable quantities. Part of the liquid will flow directly to the spray chamber and the remainder through the valve 49 directly back to distributor sprays in the refrigerant bunker, or by-passed through valve 52 to sump 11, and will mix with the return liquid from the spray chamber, thus insuring a sufficient quantity of liquid for thoroughly scrubbing the refrigerant as the return water from the spray chamber only may be insufficient.

In the event conditions are such that sufiicient head of water is not available for furnishing adequate washing or scrubbing of the refrigerant, a positive pressure method of scrubbing is illustrated in Figure 9. In this case, liquid from sump 28 in spray chamber 27 flows by gravity thru pipe 47 directly to the sump '11 of the bunker without contacting with the refrigerant. The liquid is likewise withdrawn from sump 11 as in Figure 10 by pump 48 and delivered thru pipe 46 to the junction connection 74 where the liquid is divided in adjustable quantities by the pressure regulator 49. That portion of the liquid admitted thru the pressure regulating valve 49 either passes thru pipe 70 into the distributing sprays 14, thus contacting with the refrigerant, or thru pipe 51 directly to sump 11, and so by-passing the refrigerant; depending upon whether the automatically operated valve 52 is closed or open.

The cooled liquid entering the spray chamber is atomized in the nozzles of conventional design, and in contacting with the air drawn through the spray chamber, the air is reduced to the proper dew point and temperature. The cooled air is then drawn through the eliminators, to remove entrained moisture, and then through a suitable reheater 38 where its dry bulb temperature may be raised if desired. The fan 39 draws the air through the apparatus and forces it through the system of distributing flues or ducts and dis charges through suitable outlets to the space to be conditioned. The car may serve as a return fiue through which the recirculated air flows back to the spray chamber for reconditioning. A fresh air connection with suitable damper is provided to supply the proper quantity of fresh air which will enter the spray chamber and be conditioned with the recirculated return air from the car.

An adjustable thermostat 73 is located at some convenient point in the car and is connected with an automatic valve 61 controlling the admission of steam to the air reheater for raising the temperature of the air above the temperature at which it leaves the sprays, in the event this reheating is desirable.

Manually operated dampers are provided in the main trunk flue or in the distributing fines to regulate the how of air as desired. The outlet openings from the distributing fiues are equipped with adjustable louvres for regulating the quantity of air discharged through individual open ings.

Thermometers are installed at proper points in the discharge hues and in the car to furnish means of determining the air temperature.

Another thermostat 72, connected to a valve controlling the quantity of fluid passing through adjusted in accordance with desired tempera-' tures.

The description of operation of this system when functioning as a winter heating plant is as follows: Warmed water, after having had contact with the air in circulation through the spray chamber falls to the sump tank 28 in the bottom of the spray chamber, and runs off through the overflow pipe 29 into the bunker and settles in bunker sump 11, where it is drawn off by the circulating pump and forced up to the sprays to begin a renewal of the cycle. The water may be heated as desired while in sump 11 by steam coils 15, or direct steam connection 16. The'condensation of steam injected into sump tank 11 serves to replace the quantity of water lost due to evaporation of some of the spray waterinto the circulating air. A float valve serves to keep a constant quantity of water in the sump tank 11 in the event too little or no steam is required to produce the desired humidity.

The humidified, recirculated air, after having been sprayed with water at proper temperature, is drawn through the eliminators where entrained moisture and dust particles are removed, and through the air heater where sensible heat is added to give the desired relative humidity and temperature within the car. The admission of the proper quantity of steam to the air heating device 38 is controlled by an automatic valve 61 actuated by an adjustable thermal element 73 located at some convenient point within the car. The warm humidified air is drawn through the fan or blower 39 and forced through the distributing flues in the same manner as the cooled, dehumidified air for summer cooling.

Having thus described our invention, what we claim and desire to secure by Letters Patent is:

1. A cooling apparatus for air or gas, comprising a bunker, a fluid inlet into said bunker and arranged to permit said fluid to contact with a refrigerant means within said bunker, an outlet to said bunker for withdrawing said fluid from said bunker, means for cooling gas by said fluid in its circulation outside of said bunker, and means for by-passing a part of said fluid by said air-cooling means to lower the temperature or said fluid.

2. An air conditioning means comprising, means for contacting air with a liquid of desired temperature, means for maintaining the desired temperature of said liquid consisting of contacting said liquid with a refrigerating means, means for regulating the temperature of said liquid by by-passing the whole or a part of said liquid around-said refrigerating means, and means for by-passing a part of said liquid around said aircontacting means whereby an increased recirculation of the said liquid may be had around the refrigerating means to effect the desired cooling of said liquid.

3. An air conditioning means comprising, means for contacting air with a liquid of desired temperature, means for maintaining the desired temperature of said liquid, consisting of means for contacting said liquid in its circulation with a melting or evaporating solid, liquid or expanding refrigerant, means for regulating the temperature of said liquid by by-passing the whole or a part-of said liquid around said refrigerant and means for by-passing a part of said liquid around said air contacting means whereby a recirculation of a part of said liquid may be had around said refrigerant to effect a desired cooling of said liquid.

4. In combination in a ventilating system, a refrigerant chamber, positive means for discharging liquid into the upper part of said chamber for cooling said liquid by a cooling means in said chamber, means for withdrawing said liquid from the lower portion of said chamber, a means in circuit with said withdrawing means for circulating said liquid and an air conditioner means in said circuit in which air contacts with said liquid and automatic means for controlling the discharge of said liquid into said chamber.

FRANK T. LEILICH. ROBERT K. LEILICH. 

